Free Flight Scale - 2010/12
Dennis Norman <[email protected]>
Exciting crew figures at this year's FAC Nats
Some of the best chuckles of the 2010 Flying Aces Club (FAC) Nats, held in Geneseo, New York, July 14–17, resulted from the delightful pilot figures in some of the best models at the contest.
Tom Hallman's Pioneer Scale–winning Blériot 25 had a full fuselage, but the pilot figure was a flat, colored photo of Louis Blériot that looked tantalizingly three-dimensional. The model was magnificent, but the pilot was a masterful finishing touch that captivated appreciative onlookers.
Rich Weber added an even more brilliant touch to his FAC Rubber Scale–winning Yak BB-22. He not only fashioned three-dimensional crew figures, but he also slyly placed a miniature copy of a period Flying Aces magazine in the hands of the crew member in the aft cockpit! This thrilled spectators and, like a pinch of an exotic ingredient, made the model all the more enjoyable.
You'll be able to read more about the 2010 FAC Nats in a feature article that is scheduled for the February 2011 MA.
Inspired by Tom and Rich, I am going to share my thoughts on crews and cockpit interiors for free-flight (FF) scale aircraft. FAC rules do not require pilots. As one who builds mostly scale rubber-powered FF types, I believe that a representation of flight-crew members and their immediate surroundings is a prerequisite to maximizing "scale effect" in a model.
Those who build static-display airplanes have an excuse for omitting pilot and crew figures. Doing so gives admirers a chance to better view the exquisite interior details of an aircraft. Since static scale models are usually presented at rest, their crew figures are arguably unnecessary. By contrast, an airplane that is destined to fly should include a representation of the flight crew. Vacant crew positions should be avoided unless one is flying a model of a drone.
There are many ways to simulate pilots and crew members in FF models. A simple profile pilot would be appropriate for a No-Cal, sheet glider, etc. Tom’s impressive Blériot has a built-up fuselage with a profile pilot.
A drawing of the crew may suffice for a profile fuselage. Added realism can be obtained by depicting such details as headrests, visible portions of ejection seats, radios, antennas, etc. The effect becomes even more dramatic when you paint or color crew members and their surroundings.
Tom’s effort is an exception, but models with full fuselages typically look best with three-dimensional crews and surroundings. Because single-engine, rubber-powered types often have their motors at the same level as the cockpit or near that level, it might be impractical, if not impossible, to make a full cockpit.
One solution is to use thin balsa sheet as a "floor" placed at, or just below, the level of the top of the cockpit sides. When painted flat black, this hides the open structure of the fuselage interior and helps to create an illusion of cockpit depth.
I have occasionally painted sheet cockpit "floors" to make it appear as though you could see into the cockpit with all of its three-dimensional details. I admit that this is a bit fussy and is not much more effective than painting the "floor" flat black.
For those areas of the cockpit above the artificial floor, all structures that are visible in the full-scale aircraft should be realistically presented in the model. Those portions of the pilot and crew that are visible should also have as much detail as possible. It is important to paint the cockpit and crew to resemble their full-scale counterparts.
When modeling a multiengine airplane, particularly one with engines that are not in the fuselage, there is an opportunity to make a three-dimensional cockpit and crew. A simple "floorboard," as I mentioned, might be sufficient for a subject in which the cockpit interior is difficult to see.
However, when building an aircraft with an open or clearly visible interior, there is reason to consider what some might see as a forbidding project. I did so when I decided to scratch-build a 1/24-scale rubber-powered reproduction of a German Junkers Ju 88.
Although some Ju 88s were flown with solid noses, I elected to model mine after one that flew in the Battle of Britain. That meant that everything in the cockpit had to be on view.
The Ju 88 in 1940 usually carried crews of four who huddled in cockpits that were not much larger than telephone booths. When these airplanes started failing to return from missions over England, the British learned about their unique crew arrangements. The awkwardness and complexity of that placement gave rise to many bawdy comments and cartoons in the British press.
Covering the intricacies of carving pilot figures is beyond the scope of this article, but I usually carve the pilot busts for my models from fine Styrofoam or balsa block. To make an entire figure I use small pieces of balsa block to represent the chest, torso, hands, and feet.
Limbs are fashioned from pieces of soft floral wire, to which I adhere bits of strip balsa to represent the bony portions. Ankles, knees, hips, wrists, elbows, and shoulders retain their flexibility by not covering the wire with balsa. I add small pieces of cotton to the torso and limbs to create the look of muscle bulk. Over that I apply small pieces of Japanese tissue to simulate flight suits. I fashion life jackets, belts, and straps from bits of foam, balsa, or paper.
Feet are carved to represent the look of flight boots. Hands are either carved and painted a flesh color or are made to look as if they are gloved. I carve and paint a pilot's face and head. Such detail as goggles, headphones, etc., are added to the flying helmet, which is then painted appropriately.
Figures are initially made in a standing position. A photo of my Ju 88 crew before installation shows this. Once crew members are fully painted and detailed, I carefully bend their arms and legs to facilitate placement in the model. I might also position a figure's head or arm to simulate a response to something that would occur during flight. This is pointless when the model is in flight, but it often delights those who examine the aircraft before or after it flies.
When I constructed the Ju 88, a large number of cockpit photos and drawings were available but no dimensions were given. Highly detailed plastic models have come onto the market since then, making it possible to obtain three-dimensional details that can be scaled up to the size needed for a flying model.
I am fortunate to live in Cleveland, Ohio, which is only a few hours from the National Museum of the United States Air Force, located in Dayton, Ohio. It houses one of the largest collections of military aircraft in the world.
Having written for modeling and aviation magazines since the mid-1960s, I used my "credentials" to get permission from the museum to inspect a Romanian Ju 88 that was captured during World War II. The exterior had been fully restored and repainted to its original colors, but the cockpit was another story.
I arrived in the early afternoon on a very hot, sunny summer day. The Ju 88 was sitting in full sunlight on the tarmac. I conservatively estimated that the temperature inside the cockpit well exceeded 100° when I entered it. The longer I stayed, the hotter it became.
I spent close to 1½ hours in that sauna, but I measured and photographed every inch of it. To facilitate my measurements, I brought photographs and drawings of Ju 88 cockpits. As I mentioned, the precise dimensions of these details were not included in the photographs or drawings. My mission was to measure them accurately and record them for my project. I used that information to detail the model. The data is still in my files.
I went on to complete the Ju 88 with a scale interior and full crew. Although it caused some of my friends to shudder, I flew the model several times before it was "shot down" over the fields of Geneseo.
The damaged Junkers now sits partially repaired, awaiting its return to active duty. A few of the crew members have been posted to other models and are still flying. Such are the needs and pressures of FF Scale "war."
In Memoriam: Jack McGillivray
Jack McGillivray passed away August 19, 2010. To those of us who are or are near his age, it seems that he left us too soon. Scripture tells us that a man's life shall be three score and ten years. By that standard, Jack, who left us at age 75, had a full life.
When a friend departs this life, it is natural for us to mourn. But it is also important that we give thanks for the privilege of friendship and shared moments.
My friendship with Jack began in the early 1970s. I had just joined the Cleveland Free Flight Society (CFFS) and met Jack at a club contest. He was a soft-spoken gentleman with a charming but keen wit.
He made his living as a product designer in Toronto. Since I had once studied industrial design, we hit it off well on multiple levels.
His models were usually scratch-built, with strategically placed structures kept to a bare minimum. It was rare to see more than eight ribs in a wing, and the tail-surface structures often consisted only of laminated outlines.
Jack's tissue coverings were incredibly smooth, and I suspected that he somehow stiffened and stretched the materials before applying them to his airframes. His models often seemed to fly forever.
Gentleman Jack became a tiger in the air. Gordon Roberts, another mild-mannered type with a voracious appetite for winning, often winced at the thought of dueling with Jack, whether it was indoors or out.
To compete with Jack was a privilege. To lose to him was a sting with honor. To win an event in which Jack competed was sublime.
His accomplishments were legendary and his honors were numerous. Imagine my surprise and disbelief at the realization that he was not admitted to the Flying Aces Club Hall of Fame in his lifetime!
Gordon Roberts, the FAC's "Ace of Aces," was aghast at the fact, as were several other CFFS members. Steps were immediately taken to remedy this.
FAC Commander in Chief Ross P. Mayo was contacted with the request that Jack be nominated for posthumous admission to the FAC Hall of Fame at the next induction, during the 2012 FAC Nats. Oversight might have been the reason for Jack's omission in life, but FACers can make things right by voting unanimously for his inclusion in 2012.
FAC news: Editor retirement
As I was about to submit this column for publication, Ross Mayo sent an e-mail announcing Juanita Reichel's retirement from the editorship of Flying Aces Club News. She took the position shortly after the death of her husband, Lin, in mid-2008.
They led the FAC for more than 30 years and played major roles in its phenomenal growth and success as an FF organization with international fame and worldwide membership. A shy person by nature, Juanita was a mainstay of the FAC; her retirement is well deserved. I hope she will continue to support the FAC as new leaders take it to even greater heights in the future.
Juanita's successor as editor has not been "officially" announced. Pending further information, all correspondence, dues payments, inquiries, etc., should be directed to Ross P. Mayo. See "Sources" for his address.
Season blessings to all of you and to your loved ones. May 2011 see all of us still enjoying the greatest hobby in the world!
Sources:
- National Museum of the US Air Force
(937) 255-3286 www.nationalmuseum.af.mil
- Cleveland Free Flight Society: Rich Weber (president)
- Flying Aces Club: Ross P. Mayo (FAC Commander in Chief)
4207 Crosswinds Dr. Erie, PA 16506 (814) 836-1299 (emergency only) [email protected]
Transcribed from original scans by AI. Minor OCR errors may remain.
